Intermittent stroke control for ram-feed stokers



March 17, 1942. w, HAAG 2,276,388

INTERMITTENT STROKE CONTROL FOR RAM-FEED STOKERS Filed July 14, 1939 5Sheets-Sheet 1 INVENTOR W4 LTER J. HAA

N ATTORNEYS March 17,1942. w. J. HAAG INTERMI'ITENT STROKE CONTROL FORRAM-FEED STOKERS Filed July 14, 1939 5 Sheets-Sheet 2 INVENTOR WALTER J.H445.

v a BY ATTORNEYS March 17, '1942. w, J, A 2,276,388

I NTERMITTENT STROKE CONTROL FOR RAM-FEEDSTOKERS Filed July 14, 1939 5Sheets-Sheet 3 19 a 7 19 I v I 4 a0 4 v 1' I 7 26 7 27 b 15 38 25 21 1.9o 19 '3: G 7 c g 16 50 24 l 79 7h 28 22 0a.

INVENTOR ATTORNEYS March 17, 1942. w, G 2,276,388

INTERMITTENT STROKE CONTROL FOR RAM-FEED STOKERS Filed July 14, 1939 5Sheets-Sheet 4 INVENTOR WALTER J. HAAG.

ATTORN EYS March 1942- .w. J. HAAG 29 7,38 INTERMITTENT STROKE CONTROLFOR RAM -FEED STOKERS I Filed July 14, 19:59 5 Sheets-Sheet 5 INVENTORWALTER J. 17446- ATTORNEY5 Patented Mar. 17, 1942 ENTERMITTENT STROKECONTROL FOR RAM-FEED STOKERS Walter J. l-Iaag. Dayton, Ohio, assignor toThe Brownell Company, Dayton, Ohio, a corporation of Ohio ApplicationJuly 14, 1939, Serial No. 284,564

12 Claims.

The present invention appertains to stokers of the ram-feed type whereincoal is fed to the furnace or retort thereof by the reciprocatingmovement of a ram acting upon fuel deposited in front of said ram bygravity from the usual hopper. More particularly, the. invention relatesto means for controlling the stroke of the ram whereby to enablepre-determination of the number of strokes thereof in a given period andto facilitate any desired variation in such pre-determination of thenumber of strokes of said ram for a particular period.

Stoker's of the type described ordinarily comprise a ram reciprocablewithin a casing positioned adjacent a suitable opening in the furnacewall into which fuel is desired to be fed, and means operated from asuitable source of power for reciprocating the ram, comprising a pitmanpivotally associated with the ram and connected with a crank operated bythe source of power. The means heretofore proposed for varying theamount of coal fed to the furnace during a given period have involvedeither a variation in the speed of reciprocation of the ram, orvariation in the length of effective stroke thereof. of these means foraccomplishing the purpose desired have been subject to disadvantages.

Varying the speed of reciprocation usually involves variation of thespeed of the motor employed as a source of power for reciprocating theram. The same motor is ordinarily utilized to operate the fan or othermeans for providing forced air draft. Variation in the speed of thecommon source of power will, under such condition, increase or decreasethe forced air draft in a manner disproportionate to the draftrequirement based on the proportionate increase or decrease in amount offuel fed during a given Both period resulting from the variation in thespeed of reciprocation of the ram.

Means for varying the effective length of stroke of the ram ordinarilycomprises provision for adjusting the degree of lost motion of thepitman. This is accomplished by providing an adjustable screw bearingagainst the cross head associated with the crank. Adjustment of thescrew is ordinarily made by guesswork as no provision is ordinarily madefor gaging such adjustment. Varying the length of the stroke involvesdisadvantage in operation arising from the fact that when the stroke isshortened so that the ram does not make the full stroke, insuficientagitation of the fuel bed results. Constant agitation of the fuel bed isextremely important to prevent caking of the fuel, to produce bettercombustion, and to enable a wider range of fuels to be employed.Shortening the ram stroke reduces the extent of agitation and preventsproper distribution of fuel throughout the length of the retort,resulting in an unbalanced fuel condition and reducing the efficiency ofthe furnace.

Moreover, since the effective opening of the throat of the hopper islimited by shortening of the ram stroke, arching of the fuel in thehopper may occur because of the inability of said fuel to pass readilythrough the limited opening.

The present invention overcomes all these difficulties inherent inprevious constructions providing for variationin the amount of fuel fedduring a given period.

In carrying out my invention, I provide means for varying the amount offuel fed to the furnace during a given period, comprising provision fordisconnecting the ram from operative relation with the crank when theram is at the end of its full stroke closing the bottom hopper opening.I further provide timing mechanism for controlling the number of timesthe ram is caused to be disconnected from the crank during a givenperiod, and, consequently, the number of strokes of said ram during saidperiod. This mechanism comprises a timing gear driven from the crankshaft and having associated therewith instrumentalities for causingperiodic disconnection of the ram from the crank through the actuationof a device adapted to be positioned for engagement with a portion ofthe pitman connecting the ram and crank, which device is operated by theenergizing and de-energizing of a solenoid controlled by the rotation ofthe timing gear.

It is an important object of the invention to provide means forproducing a pro-determined number of strokes of the ram during a givenperiod and for enabling said pro-determined number of strokes to occurat substantially equal intervals throughout said period.

Another object of the invention is to provide means for pro-determiningthe number of strokes of the ram which shall occur during a givenperiod.

In carrying out these objects, the timing gear is provided with vanesextending from its periphery, designed to coact with trip mechanism, the

position of which may be readily varied respecting the timing gear. Thetiming gear is so designed as to enable a pre-determined number of thevanes to co-act with the trip mechanism 7 during a full revolution ofsaid gear, depending upon the relative position of the trip mechanismrespecting the vanes.

Another object of the invention is to provide trip mechanism forcoaction with the vanes of the timing gear, comprising novel means forpreventing injury to either the timing gear or trip mechanism resultingfrom varying the position of the latter during rotation of said gear.

Another object of the invention is the provision of quick-acting switchmeans for energizing the solenoid upon actuation of the trip mechanism.

Other objects, advantages and features of novelty will appear more fullyas the description of the invention progresses in conjunction with theaccompanying drawings in which:

Figure 1 is a top plan view of stoker mechanism embodying theimprovements of the present invention.

Figure 2 is a longitudinal vertical section on the line 2-2 of Figure 1,looking in the direction of the arrows.

Figure 3 is an end view, partly in section, said section taken on theline 3-3 of Figure 1.

Figure 4 is a perspective view, partly in section, of a portion of thedevice showing more particularly the disconnect instrumentalities.

Figure 5 is a side view of the timing mechanism and control meanstherefor, parts of the same being shown in section.

Figure 6 is a horizontal sectional view taken on the line 6-6 of Figure5, looking in the direction of the arrows.

Figure '1 is a transverse vertical sectional view of theinstrumentalities shown in Figure 5.

Figure 8 is an end view of the control instrumentalities.

Figure 9 is a wiring diagram showing the relation of the source ofpower, switch mean and solenoid.

Figure 10 is a side View of one of the frame members for journaling thecrank shaft, showing more particularly the disconnect mechanism.

Now, describing the invention in detail, and referring more particularlyto Figures 1 and 2, the numeral I designates a ram case having anopening 2 registering with the fuel-receiving opening 3 of a furnace notshown. The ram case I is provided with a throat portion 4 over which isadapted to be positioned a fuel hopper 4a. Re ciprocably mounted in theram case I is a ram or fuel feed plunger 5 having associated therewithan auxiliary ram 6. A pitman 1 formed with a bearing 1a is pivotallyconnected to the ram 5 by means of a cross pin 8, extending through saidbearin 1a and Journaled in suitable bearings provided in said ram.

At its opposite end the pitman is provided with flanges 12) and 1chaving openings Id and 1e through which extend the reduced ends 9a andIda of guide rods 9 and Ii] respectively, said guide rods being securedto the pitman 1 by suitable nuts II and I2. A bridge: block I3 issecured to the opposite ends of said guide rods 9 and III. A slide blockI4 formed of cooperating sections Ida and Nb provides a bearing for thecrank I5a of a crank shaft I 5 journaled in side frame members 80 and8!. The sections Ma and l4b are provided with registering openings I andI 4d through which extends the guide rod 9, and registering openings Meand I4 through which extends the guide rod ID, the sections of the slideblock being held together by fastening means I6 and I 1, and said blockbeing slidable bodily along said rods 9 and ID.

The section Ida of the block I4 is formed with a latch member I8extending longitudinally through an opening 1 in the pitman 1 into alongitudinally slotted portion 19 of said pitman. Positioned within theslot 1g is a latch member I9 pivoted to the pitman 1 by the cross pin1x. A cross member 11/ extends across the slot 19 between the sides ofthe pitman 1.

When the latch members I8 and I 9 are in coupled relation, the pitman 1is connected to move with the slide block, thereby causing the ram 5 tobe reciprocated by rotation of the crank I5. When the latch I9 isdisengaged from the latch I8, by means to be hereinafter described, theram 5 will be uncoupled from crank I51; and rotation of the crank shaftI5 will cause the slide block M to move freely on the guide rods 9 and II1 without actuation of the ram 5.

As seen best in Figures 3 and 4, the latch I9 is formed with a hookportion I9a extending to one side of the pitman 1 and bridging theportion 1h of said pitman forming one of the sides of the slot 19.

Means, hereinafter called the disconnect mechanism, is provided forcooperation with one of the latches to disconnect the same, thereby touncouple the ram from the crank. Said means generally comprises a memberprojected into the path of the hook I9a by the energizing of a solenoid.The details of construction and operation of this disconnect mechanismwill now be described.

Secured to the outer side of the frame member 89 is a bracket 20 havingbearing members 29a and 20b extending through a suitable opening a insaid bracket. Journaled in said bearing members is a stub shaft 2|carrying a rocker arm 22. Secured to the bracket 20 is a solenoid 23.

One end of a connecting rod 24 is pivotally secured to the rocker arm22, at 25, and the other end of said connecting rod is pivotally securedto the core of the solenoid, at 26. The rocker arm 22 is formed with abearing portion 22a in which is journaled a roller shaft 21 carrying aroller 28.

When the solenoid 23 i energized, the connecting rod 24 is movedupwardly actuating the rocker arm 22 to project the roller 28 beneaththe overhanging portion of the hook I9a, when the pitman 1 is at a pointin its vertical oscillatory movement such that the depending portion I9bof the hook I So is above the roller 28. As the pitman moves downwardlyin its oscillatory movement, the depending portion I9b of the hook l9aengages the roller 28. The portion I91) of the hook I9a is formed withan undercut flanged portion I engaging the inner edge of the roller 28to prevent the same from being retracted out of engagement with saidhook when the solenoid 23 is de-energized.

The depending portion I9b of the hook I9 is tapered as at I9d, above theflange I90, so as to prevent the roller 28 from becoming hooked abovesaid flange in the event the rocker arm 22 should be projected towardthe pitman when said flange I9c was below the roller 28. This would nothappen in normal operation of the device but might occur if the crankshaft I5 were accidentally caused to rotate in a direction opposite thatindicated by the arrow in Figure 2.

When the solenoid is energized so as to project the rocker arm 22, andconsequently the roller 28 into the path of the hook ISa during thedownward oscillatory movement of the pitman 1, engagement of the roller28 with the hook I9a prevents the latch I9 from continuing to movedownwardly with the pitman 1 as the latter progresses toward the centerof its vertical oscillatory movement at-which time the ram will havereached the limit of its inward reciprocatory movement. The engagementof the hook I Qa with the roller 28 will thus cause the latch to to bedisengaged from the latch l8 as the doWn-' ward oscillatory movement ofthe pitman continues thereafter.

After disconnectionof the latches t8 and 19, the slide block M willcontinue to engage the flanges lb and 1c of the pitman 1, until thelatter reaches the center of its vertical oscillatory movement at whichtime the ram 5 will have reached the limit of its inward reciprocatorymovement. As the crank shaft l5 continues its rotation thereafter, theslide block M will move freely on the guide rods 9 and ill, the pitmancontinuing its oscillatory movement without reciprocatory effect uponthe ram 5. The hook Ida and roller 28 will continue to be engaged duringthe rotation of the crank until such time as the pitman 1 reaches apoint in its upward oscillatory progress high enough to withdraw thehook lQa vertically away from the roller 28.

Upon disengagement of the hook Ha from roller 28, the latter will'berestored to its normal retracted position by movement of the rocker arm22 resulting from the over-balancing effect of the portion 2% thereofconnected'to the solenoid 23, the latter having meanwhile beendeenergized. Means generally indicated at 29' for actuating thedisconnect mechanism comprises timing means, trip instrumentalities andcontrol means therefor. The details of construction and operation ofthis disconnect actuating means will now be described.

As seen best in Figure 1, the crank shaft i5 is provided at one end witha pinion 30 meshing with a timing gear 3!. Referring now moreparticularly to Figures 5 to 9, the timing gear 3! is seen to bejournaled on a stub shaft 32 secured to a housing 33 attached in anyconvenient manner to the bearing Bl supporting one end of the crankshaft [5. The timing gear 31 is provided with a plurality of vanes 34a,34b, 34c, 34d, 34c, 341, 34g and 34h extending from the-periphery of thetiming gear. These vanes are of graduated axial lengths for a purpose tobe hereinafter pointed out.

The ratio of the timing gear 3i to the pinion 30 is dependent upon thenumber of vanes provided on the periphery of the timing gear. Since thevanes actuate the disconnect mechanism for disengaging the ram from thecrank, and since, as above mentioned, it is desirable to actuate thedisconnect mechanism when the pitman "I is in a certain stage of itsvertical oscillatory movement, the disconnect mechanism is preferablyactuated only once during the rotation of the crank IS. The vanes 34are, therefore, arranged on the periphery of the timing gear 3! inspaced relation equidistant from each other, the distance between saidvanes being the length of the arc of rotation of the timing gear 31during a corresponding full revolution of the pinion 36. In theembodiment of the invention shown, the ratio of the pinion 39 to thetiming gear 3| is one to eight, and, consequently, eight equidistantlyspaced vanes are provided on said gear. Hence, if the trip mechanism ispositioned for engagement with all of the vanes 34a, 3%, 34c, 34d, 34c,341, 34g and 34h of the timing gear 3! during a complete revolution ofthe latter, the ram will be uncoupled from the crank once during eachrevolution of the latter. In other words, there will be-eightconsecutive actuati'ons of the disconnect mechanism during a fullrevolution of the timing gear 3|. Thus, so long as the tripinstrumentalities. are positioned relative to the timing gear, as justabove mentioned, the crank |5a will be continuously disconnected fromthe mint.

As mentioned above, the vanestll are of different axial lengths and thetrip instrumentalities are movable axially respecting the timing gearThe trip instrumentalities may, therefore, be positioned axiallyrespecting the timing gear in such a manner as to engage any desirednumber of the vanes 34 from none to eight.

The timing gear 3| is positioned on the shaft 32 by a suitable lock nut35 and washer 38. Pivotally mounted on an extension 320. of the shaft.32 :is a balance bar 3'1 which is axially positioned respecting thesaid shaft by the shoulder 32b bearing against one edge of said bar 31and a sleeve 38 hearing against the opposite edge of said bar. A mercuryswitch 33, secured between the clamping portions ii? of a bracket 41, isrockably mounted upon the shaft 32a, the bracket ll comprising dependinglegs Ma and 41b journaled upon the sleeve 38 and the shoulder portion.3%. v

A rock shaft 42 is pivotally connected to the balance bar 37, as at 42a,and secured to the rock shaft 42 is a link 43 pivoted, as at M, to acrank 45a of a crank shaft Q5, journaled in bearings 33a and 33b of thecasing 33. Mounted for sliding movement along the crank shaft 45 is aforked trip member it; which is adapted to be oscillated upon acorresponding movement of the crank shaft 45. For this purpose the crankshaft 45 is preferably rectangular in cross section, ex-.

cept at its ends which are rotatably journaled in the casing, and thetrip member at is provided with a corresponding rectangular opening 46afor cooperation with said shaft. The trip member it comprises a pivotedtrigger portion 45b pivoted to the trip member, as at ite, andcomprising a leverextension 66d to which is secured one end of a spring41, the other end of said spring be-- ing securedlto the trip memberlit, as at at.

The trigger 46b is thus normally positioned, as shown .by the solidlines in Figure '7, with the lever extension Add in abutment with thehub portion ite of said trip member. A lever 49 for moving the tripmember it axially respecting the crank shaft 45 is journaled upon theinner end of a stud shaft 50, secured to the casing '33, and comprises arod 5i extending between the bifurcations 45 and 46g of the trip memberQB.

Formed integral with the base or hub portion 49a of the lever 49 is agear segment 49b meshing with a pinion 52a fixed to the inner end of alever 52 journaled in the housing 33. The diameter of the pinion 52a isproportionately less than the diameter of the gear segment 49?) so thata given are of movement of the lever 52 will induce a proportionatelysmaller arc of movement of the lever 49, the ratio of the pinion 52a togear segment 4%, being in the present instance one to three.

The handle portion 52b of the lever 52 is provided with a plunger 52cnormally pressed inwardly toward the casing 33 by a spring 52d bearingagainst the enlarged end 52e of said plunger. A handle 52] is providedfor Withdrawing the plunger against the compression of the spring. Thepointed inner end 52g of the plunger is adapted to engage one or theother of a plurality of recesses 53 in the casing 33, designated bycorresponding number indicia 54 on said casing, :as shown in Figure 8,The number .ind-ic'ia determining the rate of fuel feed at such time.

The particular number indicia 54 corresponding with the recess 53engaged by the plunger will indicate the number of times the ram will becoupled to the crank l 5a during a complete revolution of the timinggear 3|. For example, we will say that the lever 52 is positioned, asshown in Figure 8, with the pointed end 529' of the plunger 52 engagedin therecess 53, indicated by the numeral 4 of the number indicia 54.Under such condition the trip member 46 will be so positioned axiallyrespecting the crank shaft 45 as to permit four of the vanes, namely34h, 34g, 34] and 346, to engage the trigger 46b during a completerevolution of the timing gear 3|. Hence, the ram 5 and crank l5a will beuncoupled four times during each revolution of the timing gear 3|, andconsequently coupled four times during each revolution of said gear. Ram5 will, of course, only be reciprocated during the revolutions of thecrank in which uncoupling does not take place.

As above mentioned, the vanes 34 are of graduated axial lengths rangingfrom the length of vane 34a, which is the shortest, to that of vane3471., which is the longest. Each of the other vanes is of a differentlength intermediate the lengths of the vanes 34a and 34h. Said vanesrange in order of their length from shortest to longest in the followingorder: 34a, 34b, 34c, 34d, 34c, 34 349! and 34h. Upon reference toFigure 5, it will be noticed that this order of the range of the lengthof said vanes does not, however, follow the order of their proximity toone another. For example, vane 34b, which is next in length to 34a, isdiametrically opposite the latter. Vane 340, which is next in length to34b, is not immediately proximate, vane 34c intervening. Vane 34d, whichis next in length to vane 340, is again diametrically opposite thelatter. Vane 34c, which is next in length to vane 34d, is substantiallyopposite the latter, while vane 34] is again diametrically opposite 34c,and vanes 34g and 34h, the former being the next in length to thelatter, which is the longest, are also diametrically opposite.

The reason for the arrangement of the vanes, as just described, is tospace the respective disconnections of the ram from the crank as nearlyas possible at equal intervals throughout the period, during a certainproportion of which it is desired to have the ram remain idle.

The range of the possible variations of the proportions of idle time toactive time of the ram in the embodiment of the invention disclosed inthe drawings is determined by the number of vanes with which the timinggear is provided. In the present instance, the timing gear is providedwith eight vanes so that it is possible to secure a variation from zeroto eight in the proportions of idle time of the ram to active time ofthe ram, between a condition in which the ram is active continuouslyduring a given period and a condition in which the ram is inactive oridle continuously during a given period.

Now, if, for example, it is desired to produce a rate of feed which isthree-eighths of full capacity, it will be necessary to permit the ramtobe coupled with the crank during only threeout of eight revolutions ofthe crank. In other words the ram will be caused to be disconnectedfromthe crank five times out of every eight revolutions of the crank.Obviously, it is desirable to provide that the revolutions of the crankwhich are to be effective for actuation of the ram Will come atsubstantially equally spaced intervals during the period of eightrevolutions of the crank. The

arrangement of the vanes on the timing gear is such, therefore, thatwhen the mechanism is set so as to permit only three revolutions of thecrank out of eight to be effective for actuation of the ram, the tripmechanism will be adjusted so as to engage five of the eight vanes ofthe timing gear, and the vanes so engaged will be spaced atsubstantially equal intervals on the periphery of the timing gear.

Thus, When the lever 52 is positioned so that the pointed end 520 of theplunger 52b is engaged in the recess 53, designated by the numeral 3 ofthe number indicia 54, this indicates that the device is set for a rateof feed which is three-eighths of full capacity and the trip member 46will be positioned axially respecting the crank shaft so that thetrigger 46b will engage the five vanes of the greatest axial length. Thevanes engaged, therefore, will be 3471., 34g, 34], 34c and 34d, which,while not spaced at identically equal intervals on the periphery of thetiming gear 3|, are nevertheless spaced at intervals as nearly aspossible spread out on the periphery of said timing gear in View of thefact that all positions of adjustment of the trip member also makedesirable as nearly as possible equal spacing of the vanes to be engagedduring a revolution of the timing gear.

The mercury switch 39 comprises the usual glass tube 39a containingmercury 39?) from which tube terminals 54a and 55 lead respectively tothe solenoid 23 and the power lines 56 to which are inter-connected themotor 51 for driving the crank shaft l 5, the starter 58 for said motor,and the limit control switch 59 for said starter.

When the trip member 46 is in such a position axially respecting therock shaft 45 as to permit engagement of one or more of the vanes 34a,34b, 34c, 34d, 34c, 341, 34g or 34h with the trigger 461), eachengagement of one of said vanes with said trigger Will cause the tripmember 46 to be-moved in the direction of the dotted line positionthereof, shown in Figure 5, resulting in corresponding rocking movementof the crank shaft 45 and crank 45a acting to draw upwardly the link 43and consequently the balance bar 31, which, under such condition,engages the bracket 4| to cause the same to be rocked in acounterclockwise direction respecting the shaft 32a causing the mercury39?) to fiow in a leftward direction in the tube 39a, respecting Figure5, so that the mercury completes a circuit through the terminals 54a and55, as indicated in Figure 9. Completion of this circuit energizes thesolenoid 23.

Operation In the event it is desired to permit continuous reciprocationof the ram 5 to operate same at full capacity, for a certain period, thecontrol mechanism will be adjusted so that the crank l5 and ram 5 willbe continuously connected through the pitman 7 during such period. Forthis purpose, the control lever 52 will be shifted to the positionindicated by the numeral 8 of the number indicia 54. The trip member 45will then be positioned axially respecting the rock shaft 45, as shownby the dotted line position in Figure 7, and it will be readily seenthat under such condition the timing gear will rotate without engagementof any vanes 34 with the trigger 461). Ham and crank I5a will thereforebe continuously coupled, i. e. eight times out of every eightrevolutions of the crank.

Now, we will assume that it is desired to maintain the ram 5 idle orinactive for one-eighth of a given period, or, in other words, tooperate at seven-eighths of full capacity. To this end the controlmechanism will be adjusted so as to cause uncoupling of the ram 5 fromthe crank I5a during one out of each eight revolutions of the crankshaftI5. To accomplish such result the control lever 52 will be positionedopposite the'numeral 7 of the number indicia 54. Such adjustment of thecontrol lever 52 will position the trip member 45 for engagement withone only of the vanes on the periphery of the timing gear 3| during acomplete revolution of said timing gear. The vane so engaged will be theone of greatest axial length, which is h.

With the control lever 52 set, as just indicated, the trip member 46will be engaged by the vane 3471, once during each eight revolutions ofthe crank shaft I 5. At the time of each engagement, the mercury switch39 will be rocked so as to cause the mercury 39b to complete the circuitthrough the terminals 54 and 55, thus actuating the'solenoid 23. Thiswill cause the rocker arm 22 to assumethe full line position, indicatedin Figure 3, projecting the roller 28 into the path of the dependingportion I91) of-the hook I9a. As before mentioned, the timing gear 3| isso calibrated respecting the pinion 30 on the crank shaft I5 that thesolenoid 23 will be energized at atime when the crank I-5a has raisedthe pitman I to a height such that the flange lac is above the plane ofthe roller 28.

The solenoid 23 will be energized a sufiicient length of time tomaintain the rocker arm 22 projected to full line position, shown inFigure 3, until further revolution of the crank shaft I5 has resulted inlowering the pitman 1 so as to permit engagement of the flange I90 withthe roller 28. The solenoid 23 may be de-energized at any time aftersuch engagement because the flange I90, contacting the inneredge of theroller 28, will maintain engagement of the hook portion I9a with saidroller until the further rotation of the crank shaft I5 has resulted'inraising the pitman I to a height sufficient to permit disengagement ofthe hook I-9a from the roller 23.

After the hook I9a becomes engaged with the roller- 28, further rotationof the crank shaft,

moving the pitman downwardly, will result in uncoupling the latches I8and I9, because the latch I9 is prevented from moving downwardly incoupled relation with the latch I8.

The inward stroke of the ram 5 will not have been completed at the timeof uncoupling of the latches I8'and I9, but the ram 5 will continue tobe moved inwardly by the further rotation of the crank I5 as a result ofthe continued engagement of the slide block I4 with the flanges 1b andlo of the pitman I. When the ram has reached the limit of its inwardstroke, however, the further rotation of the crank shaft I5 will beineffective to actuate the pitman I due to the uncoupling of the latchesI8 and I9, and the crank I5a will, therefore, cause the slide block I4to slide freely on the guide rods 9 and When the crank I511, during thefurther rotation of the crank shaft. l5, raises the pitman I to a pointhigh enough to release the. hook. I9a from the roller 28, afterengagement of the portion-1h of said pitmanw-ith the hook portion I9a oflatch I9,-the rocker arm 2.2 will return to the dotted line positionshown in Figure 3 due to the over-balancing effect of the portion 22b ofsaid rocker arm. Thereupon, the hook portion |9a will rest on theportion In of the pitman I until further rotation of crank I5a lowerspit.- man I sufficiently to permit engagement and subsequent coupling oflatches I8 and I9 when the crank I5a returns. the slide block I'4- to aposition of abutment withthe flanges lb and I0 during the downwardmovement of the pitman I. Thereupon, coupled relation of ram 5 and crankI5a being re-established, further rotation of the crank shaft I5 willresult in continued normal reciprocation of the ram 5. until the latchesI8 and I9 are again uncoupled upon actuation of the disconnect meansresulting from engagement of the trip member 49 with one of the vanesonthetiming gear 3|. With the control lever 52 set at the number '7position, the ram and crank will be uncoupled, of course, during onerevolution only out of every eight revolutions of the crank.

Adjustment of. the control lever 52 to a position corresponding withoneof the numerals 54 will result in positioning the trip member 46 so asto engage a particular number of vanes of the timing gear 3|,conditioning the timing mechanism for initiating uncoupling of thelatches I8, and I9 a number of times duringv every eight revolutions ofcrank I5a corresponding to the particular numeral of the number indicia54 opposite which said lever 52 is positioned. It will be readily seen,of course, that when the control lever 52 is positioned opposite thenumeral 0 of the number indicia 54, the trip member 45 will be engagedby each of the vanes 34a,

34b, 34c, 34d, 34e', 34f, 34g and 34h, resulting in uncoupling. thelatches I8 and I9 during each revolution. of the crank shaft I5 and thusmaintaining the ram 5 continuously at the limit of its inward stroke.

It wil be noticed that the relation of the trigger 4611 to the tripmember 46 is such that the latter may be shifted axially respecting thecrank shaft 45 regardless of the position of rotation of the timing gear3!. Should the trip member 46 happen to be moved rightwardly, referringto Figure '7, from the dotted line position, indicated in Figure 7, at atime when such axial shifting of the trip member would cause the trigger45b to engage the outer edge of one of the vanes on the timing gear SI,the trigger 4% would simply-be caused to move about its pivot 49d to theangular dotted line position of Figure '7, during such axial shifting ofthe trip member 46, without injury thereto.

Further rotation of the timing gear 3|, moving the vane so engaged outof contact with the trigger 4%, will result in restoration of thevertical position of the trigger 46b by action of the spring 41.

Upon reference to Figures 5 and '7 it will be noticed that the bracket4| is spaced somewhat from the upper edge of the balance bar 31resulting in a certain amount of play between the bracket and said bar.This provision has the following result. The flow of mercury 39b in thetube 39 lags somewhat behind the speed of flow which would normallyresult from the angular movement of the bar 31 if the bracket and barwere integral. At the moment the mercury overbalances the bracket 4| inthe direction of the terminals 54 and 55, however, said bracket moveswith greater rapidity toward the limit of its overbalanced position inthat direction, as defined by the abutment of said bracket with saidbar. Furthermore, when the tube 39 is returned toward normal positionby-the balanced bar after an engaging vane passes out of coaction withthe trip member 46, the flow of mercury in said tube lags again,resulting in maintaining the solenoid 23 energized longer than wouldotherwise be the case.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent of the United States is:

1. In apparatus of the class described, in combination, fuel feedingmeans, actuating means therefor, coupling means normally interconnectingsaid fuel feeding means and said actuating means, disconnect meanscooperable with said coupling means for uncoupling the same, and meansfor initiating action of said disconnect means comprising a timing gearoperable by said actuating means in timed relation thereto, said gearincluding elements graduated in respect to their axial lengths, and tripinstrumentalities axially adjustable respecting said gear to engagepre-selected' ones of said elements.

2. In apparatus of the class described, in combination, fuel feedingmeans, actuating means therefor, coupling means normally interconnectingsaid fuel feeding means and said actuating means, and comprisingcooperating latches, disconnect means comprising a member cooperablewith one of said latches for uncoupling the same, and timing meansoperable by said actuating means in timed relation thereto andperiodically cooperable with said disconnect means for actuating thelatter, said disconnect means comprising means for moving said memberinto the path of said latter latch to disconnect said latches atintervals predetermined by said timing means, said member being movableout of the path of said latter latch by gravity, and said latter latchand said member having cooperating means for maintaining theirengagement for a pre-determined period.

3. In apparatus of the class described, in combination, fuel feedingmeans, actuating means therefor, coupling means normally interconnectingsaid fuel feeding means and said actuating means, and comprisingcooperating latches, disconnect means comprising a solenoid, a membermovable into the path of movement of one of said latches for uncouplingthe same upon energizing of said solenoid, said member being movable toa position out of cooperation with said latter latch upon de-energizingof said solenoid, means for energizing said solenoid at pre-determinedintervals, and means for maintaining cooperative relation of said latchand said member for a pre-determined period after said solenoid isde-energized.

4. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, meansfor connecting and disconnecting the ram and the crank,. and timingmeans for said latter means comprising trip instrumentalities, a memberoperable by said crank and trip engaging elements on said member forengaging said instrumentalities and spaced at intervals corre spendingwith the time of a complete revolution of said crank.

5. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, meansfor connecting and disconnecting the ram and the crank, and timing meansfor said latter means comprising trip instrumentalities, a pinion onsaid crank, a timing gear meshing therewith, and having trip engagingelements thereon spaced at intervals corresponding with the arc ofmovement of said gear during a complete revolution of said pinion,

6. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, meansnormally inter-connecting said ram and said crank, and comprising apitman connected to the ram, a member slidable on said pitman andconnected to said crank, a latch on said member, a second latch pivotedto the pitman and engageable with the first latch, and disconnect meansmovable into and out of the path of movement of said second latch forengagement therewith to disconnect the ram from the crank.

7. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, meansnormally inter-connecting said fuel feeding means and said crank meansand comprising a pitman connected to the ram, a member slidable on saidpitman and connected to said crank, a latch on said member, a secondlatch pivoted to the pitman and engageable with the first latch,disconnect means movable into and out of the path of movement of saidsecond latch for engagement therewith to disconnect the ram from thecrank, and timing means operable by said crank means in timed relationthereto, and periodically cooperable with said disconnect means forcausing engagement of the latter with said second latch at apre-determined point in the movement of the pitman.

8. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, couplingmeans normally inter-connecting said ram and said crank, and disconnectmeans movable into and out of the path of movement of said couplingmeans for engagement therewith to disconnect the ram from the crank, andmeans for maintaining engagement of said disconnect means and saidcoupling means during a pre-determined degree of movement of the crank.

9. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said rain, meansnormally inter-connecting said ram and said crank, and comprising apitman connected to the ram, a member slidable on said pitman andconnected to said crank, a latch on said member, a second latch pivotedto the pitman and engageable with the first latch, disconnect meansmovable into and out of the path of movement of said second latch forengagement therewith to disconnect the ram from the crank, and means formaintaining engagement of said disconnect means and said second latchduring a pre-determined degree of movement of said pitman.

10. In apparatus of the class described, in combination, fuel feedingmeans comprising a ram, crank means for reciprocating said ram, meansfor connecting and disconnecting the ram and the crank, and timing meansfor said latter means comprising trip instrumentalities, a memberoperable by said crank and trip engaging elements on said member forengaging said instrumentalities and spaced at intervals correspondingwith the time of a complete revolution of said crank, said elements eachbeing of a different efiective length, and control means for said timingmeans operable to position the trip instrumentalities for engagementwith any desired number of said elements.

11. In apparatus of the class described, in combination, fuel feedingmeans, actuating means therefor including a crank, means for connectingand disconnecting the fuel feeding means and the actuating means, andtiming means operable by said crank to move a pre-determined degreeduring a corresponding movement of said crank, said timing meansincluding parts spaced at intervals corresponding with said degree ofmovement, and trip instrumentalities cooperable with said parts forcausing disconnection of the fuel feeding means and the actuating means.

12. In apparatus of the class described, in combination, fuel feedingmeans, actuating means therefor including a crank, coupling meansnormally interconnecting said fuel feeding means and said crank,disconnect means cooperable with said coupling means for uncoupling thefuel feeding means from the crank during ire-determined cycles of saidcrank, timing means operable by said crank in timed relation thereto andperiodically cooperable with said disconnect means for actuating thelatter, and control means cooperable with said timing means forselecting the number of cycles of said crank during which saiddisconnect means shall be actuated in a given period.

WALTER J. HAAG.

